Richard Farrant

I think you will find that B398 was an AAW, Army Auxilliary Workshop. in other words, a civilian contractor to the Ministry of Supply. I tried this many years ago, and contacted the REME Museum, they do not have a list. There might be something buried in the Public Records Office, maybe. A lot of these places were garages, agricultural engineers, manufacturers service depots, etc. If it were an army workshop it would have their designation, for instance ECO2 was 14 Command Workshop REME.

Ted, I have seen photos of them on UK airfields, both in RAF and USAAF service, no idea where though.

Ah you spotted my deliberate mistake :embarrassed: ............it is so long since being involved in EB's that I had forgotten that point, it was only that I remembered being told the steering wheel could have been a Climax part, and jumped to a conclusion. I did recently post up that a EB was for sale for parts ( it had no mast), in the Darlington area. Not sure if i still have the owners contact number, he called me about it.

I know someone who has been operating EB's in his business of tent and marquee hire, he told me that the steering wheel was a fork lift part, think he mentioned it was a Climax. Knowing how ROF made these machines from the parts bin (ie designed it with as many available parts from the Army parts system as possible), then it is entirely possible that the Orbitrol steering unit, shaft and wheel are all from the same source. If you have an army parts list, it might have a makers part number against this part and the NSN prefix might show the source.

Mike, Only going on memory, and you have a EB to check, I did not think the prop shaft, gearbox to transfer box, was very long. I would have thought that adding this sandwich PTO would make it too short a distance for a propshaft. :undecided:

Mike, I agree with you there, and I do not think you could use a larger capacity pump in that position either. It is really a power steering take off point in most applications for that engine.

Hi Andy, At one time, EP gear oils were not "yellow metal friendly" and bedford boxes having bronze bushings in the gears, this is likely why they only specified a Straight 90 gear oil.The army did not have that grade in the inventory, so substituted it with Straight 50 engine oil ( the viscosity is nearly identical as gear and engine oils are worked out differently). It may be that in the late 1990's, the OEP220 spec was changed to a GL rating that was compatible with yellow metals. I would tend not to use extreme pressure gear oils in a synchro box as it inhibits the braking action of the baulk rings, this is why Jeep gearboxes perform better with a Straight 90 gear oil, rather than an EP90. I know the RL, MK and MJ were using OMD330 in gearboxes, but not sure when they might have changed. Yes there are some bronze bushes in the gears. regards, Richard

Giles, There may be another way to drive a pump. It is a long time since I have been around an EB, but the Bedford gearbox has a standard SAE power take off mounting ( the pressed steel cover on the side), if there is room, a drive to another pump could be mounted on there.

Ah, my guess is that the Army spec. has been changed because OMD330 had been discontinued, it was an oil used in some stationary engines as well as Bedford gearboxes. Just looked at Bedford's own manual for M type transmissions and they specified a straight SAE90 gear oil (not a hypoid or extreme pressure type), probably for the reasons I explained. They did specify Hypoid / EP90 type for the axles though.

Loggy, Are you sure the gearbox has OEP220 ? I would have serviced numerous ones in service, and I thought the gearbox had a SAE50 monograde engine oil, OMD330 if I recall. As it is a synchro box, hypoid/EP type oils inhibit the synchro action. I do not have a servicing schedule to hand, but maybe there has been a change since 1996.

The company Repaircraft, are upgrading CVR(T) vehicles and advertising their top speed as 51.1 mph (electically inhibited). Now when you were training in 75/76, I believe the CVR(T) was on normal contact breaker ignition and governed rotor arms were not used on the J60, so the sky was the limit. Later on they were modified for Lumenition electronic ignition with an inbuilt rev limiter, which slowed them up a bit .

Sounds better than a burger and chips from one of the vans on site

Sounds like you should be looking for a Waitrose store, Clive

Hi Mike, Thanks for your good wishes. Yes I do remember you, we a met long while back at Corowa. Hope you are settling in to your new life in the US. Thanks also to everyone who has posted from all corners of the World regards, Richard

Thanks John, I recognise that QL coming up the fast lane

Thanks Pete, yes, time flies when you're having fun :-D Hope I don't get to be an OG like that person you mention, least ways not yet awhile

Thanks guys Just feels like another day, but it sure is a milestone. Amazing how news travels as well , I have had greetings from around the world now !

Hi David, I once built countless 330 engines, so from recollections, it could be the front cover seal, front cover gasket, timing cover to block gasket, sump gasket, or side cover gasket. Also could be a rocker cover gasket and running down. I appreciate it is not easy to see in the vehicle. Sump is removeable insitu. Timing cover would entail removing the rad for access.

Those microswitches were always failing and have seen a number of Mk2 EB's with crushed pedalboxes. We were repairing a good deal of EB's in 70's/80's.

Giles, I started reading your post, thinking "that is familiar" then realised it was a quote from my post :confused: . To be honest I cannot remember the valve sequence, but do think there was a diagram plate on the top of the chassis with arrows point to the realvent valves for 2 or 4 wheel steering. Antarmike has one and will no doubt chime in soon! There was no "Crab steer" facility on these, the only army machine that had that was the Muir Hill A5000 Mk1 light digger.

If you want to learn more about the development and production of Meteor engine, then you should seek out a book published by the Rolls Royce Heritage Trust, No.35 in their Heritage Series, called "The Rolls Royce Meteor - Cromwell and other applications".

The operations for each switch position are as follows; 1. AUTO - normal selection, when used, controls via proximity switches, the action of the rams in both load and unload operations. 2. MAN HA (Manual Hook Arm) - will operate hook arm only, used when an electrical fault occurs, ie proximity switch fails. 3. MAN MF (Manual Main Frame) - as above but main frame rams. 4. MAN TRANS (Manual Transport) -this is used after a manual operation, to de-pressurise the rams. 5. AUX - used when supplying hydraulic power to another DROPS LHS which has failed.

Torque is 379 lbs/ft @ 2500rpm

Hi Rob, I think you will find this was the unit assigned to that code; WEST/76 : 1st Battalion, Mercian Volunteers

Jules, It is not too much of a problem, I have done it a number of times, you could try a piece of stiff wire around it so you an dangle it down into position, may help if you get somone else to engage the cable into it as you get it located, this will help to hold it in place. Best of luck